Note: Descriptions are shown in the official language in which they were submitted.
~0~2~7
Applican~: Horn ~ Bauer Gmb~ & Co. KG,
Industriegebiet Treysa Nord, 3578 Schwalmstadt
Seat cover made ~rom a double-layered piec-e of plastic ~oil
for protecting a motor vahicle seat
The invention refers to a seat cover made from a double-
layered piece o~ plastic foil for protecting a motor vehicle
seat, in particlar for the initlal (original) fitting-out,
having a continuous front layer to protect the seat surface
and the backxest surface of the seat, and a rear layer
connected to the front layer by means of~transverse welded
seaming, whereby said rear layer ~orms, in conjunction with
the front layer, a first pocket enclosing at least part of
the backrest of the seat and, i~ required, a second pocket
enclosing at least part of the seat cushion. The second
pocket can also be omitted entirely or be replaced by an
extended front layer. The seat cover can also be employed -
once or ev~n several times - in motor vehicle worXshops
during~repair ~ork, servicing or similar. ~he invsntion also
demonstrates a method for the manufacture of such seat
:
covers from~ plastic foil.
Seat covers made from plastic foil are slipped or,
respectively, pulled over motor vehicle seats in order to
prevent the motor vehicle seat being made dirty by mechanics
or other pcrsons. Such seat covers are known from their
application in car workshops when vehicles are undergoing
service or repair. However, the vehicle's seats are also
already exposed to the risk o~ becoming dirty during the
2~92~7
ini~ial fitting-out of a vehicle, i.e. in the car plant
during assen~ly of the vehicle. In fact, ~his ris~ of
becoming dirty begins with the manufacturer of the vehicle
seats and upon delivery o~ the seats to the car plant. This
risk continues during as the seats are placed on the
conveyor installation which transports the vehicle seats to
the assembly line of the car plant. In add:Ltion, the vehicle
seats must be built into the car body. A succession of many
workers comes in contact with ~he vehicle~s seats during the
assembly of further parts of the vehicle. Finally, the
finished vehicle must be driven off the conveyor belt and
onto a road or rail transporter, and then handled again at
the vehicle dealer until, eventually, it can be delivered
into the hands of ~he purchaser or customer respectively. As
the weight of the vehicle seat increases, especially through
the inclusion of adjustment motors and other elements, it is
becoming more and more troublesome ~or the workers to
install the vehicle seats in the vehicle body manually.
Assembly by robots on the assembly line offers itself here.
~ robot employed in a trial has a projecting plate with
which it reaches into the gap between backrest and seat
cushion, with the seat set down in the normal position, and
then swings the seat - usually in pairs - into the body and
positions it there. Following this, the projecting plate is
withdrawn from the gap between backre~t and seat cushion.
Using conventional seat covers the projec~ing plate would
slit open the front layer of ~he seat cover upon entering
the qa~, there~y impairing the protective function of the
seat cover. Therefore, an attempt has been made to solve
this problem by separating the pocket surrounding the seat
cushion from the seat cushion and now engaging the robot's
projecting plate underneath the foil of the seat cover in
the gap between backrest and seat cushion. However~ in doing
this there is a risk that the vehicle seat is made dirty by
the projecting plate itself. Even if this is not khe case,
extra work i5 involved in separating the seat cover ~xom
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this in the area of the seat cushion and pulling on the seat
cover with its pocket on the seat cushion again after
installation of the vehicle seat in the body. Another
disadvantage is that the sea~ cushion is unprotected during
the installation of the seat in the body.
From the manufacture of the seat by the subcontractor up to
the delivery of the vehicle to the purchaser or customer,
the vehicle seats come in contact, approximately 30 to 35
tLmes, with assembly line workers and other persons so that
there is a considerable risk of becoming dirty here. In
order to counteract this risk of becom~ng dirty, the
aforementioned sea~ covers made from plastic foil are known
which are slipped over the vehicle seats, especially the
driver's sea-~, often straight away by the seat manufacturer,
but at the latest by the vehicle manufacturer, and are then
not removed until the vehicle is delivered to the customer.
Such seat covers for the initial fitting-out are not usually
very different to those which are used duxing the servicing
or repair of a vehicle. They can be manufactured from a
comparatively thicker plastic foil, which is justified owing
to the greater demands ~o which they are subjected.
A seat cover of the aforementioned type is known from DE-
B 16 30 878. During the manufacture, a tube of plastic foil
is cut open by means of a longitudinal cut. The two edges
thus created are separated from each other and laidS folded
flat, on the remaining ma~erial of the tube, whereby mainly,
a double-layer width is formed, lying flat, in which the
plastic foil is turn d over in the are of the two free
cd~c3 lcf ~ and right. The turned-over seciions, wnich form,
so to speak, a rear layer, are joined to the front layer for
each seat cover by means of a transverse welded seam, once
per seat cover, transverse to the direction of conveyance of
the foil width during the manufacture of the seat covers.
This leads to ~he formation of two pocke~s which have, as a
2 ~
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rule, differing depth dimensions, whereby one pocket is
destined to enclose the backrest of the veh:icle seat and the
other pocket to enclose or surround respect:ively the seat
cushion of the vehicle seat. The continuous side of the tube
or the seat cover respectively is designated the front layer
because i~ is located at the fron~ when the seat cover has
been slipped over cne seat and hence touches the seat
surface of the seat cushion and the backrest surface of the
backrest. The other layer of the seat cover is deignated ~he
rear layer because it lies behind the backrest or under the
seat cushion respectively when the seat cover has been
installed and hence faces backwards. Such known seat covers
surround the vehicle seat more or less loosely. This leads
to the risk that such a known seat cover slips while in use
so that a large or small unprotected areas can occur in the
transition between seat cushion and backrest which are then
not protected ayainst dirt. If vehicle seats are fed ~o the
vehicle assembly line hanging on a conveyor belt with the
backrest down, there is also the undesirable risk that the
seat covers become detached from the vehicle seat and fall
off. Again, they then no longer fulfill their protective
function. In order to counteract this risk it is known to
use a rubber band, a special part of the seat cover, which,
as a closed loop, is arranged in such a way over the
backrest after the seat cover has been slipped over that it
lies on the transition area between seat cushion and
backrest. This measure prevents a seat cover from
unintentionally falling off a vehicle seat being conveyed in
a hanging position~ At the same time, the front layer of the
seat cover is fixed by the rubber band in the transition
area between seat cushion and backrest so that the risk o~
slipping is counteracted. However, the use of such rubber
bands in addition to the seat covers is expensive and does
not overcome all the risks of the seat becoming dirty. When
using robots with a projecting plate in the assembly, the
front layer of the seat cover is severed so that, at least
2 ~
as a result of this severing, it can no longer fulfill its
protective function in an optimum mannPr.
Instead of the additional usage of rubb~r bands, it is also
kno~n to weld on two foil strips, roughly in the centre
section of the free edge of the pocket, which surround the
backrest. These two foil strips are wo~nd 4cn;Ja-As O'V-G' ~L~ô
sea~ ~d tled tosQ~hQr _here, in the ma..r.Or of J~-yi~ ..e
strings of an apron, after the seat cover has been slipped
over so that the front layer of the sea$ cover is tightly
fastened in the transition area between seat cushion and
backrest. The manufacture of these extra foil strips and, in
particular, welding them on is expensive, rQ~ire~ z..
additional ~ying procedure after slipping o~er the seat
cover and~ furthOrmore, is only partly effective against the
risk of the seats becoming dirty. In the case of robot
assembly, such foil strips are insignificant, i.e. they too
do not solve this problem, in fact they tend to be a
nuisance.
It is also known to shrink-wrap the seat cushion on the one
hand and the backrest on the other each in a piece of shrink
wrapping already at the vehicle seat manufacturer's works
and to first bring the seat cushion and the backrest
together afterwards when the seat is installed. These two
pieces of shrink wrapping then remain on the vehicle seat
and protect this during its entire path from the car
manufacturer up to delivery of the vehicle to the buyer or
customer. Howsver, the shrinking-on means a considerable
additional e~pense here, also appropriate shrinking
facilities. Such a vehicle seat can indeed be handled or
installed respectively with the aid of a robot and a
projecting plate. However, it only affords partial
protection owing to the interrupted front layer.
Furthermore, the risk of condensation from water or solvent
vapours is a disadvantage; it can lead to stains or colour
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changes on the seat. Removing the shrink wrapping is costly.
It is the object of the invention to create a seat cover
made from plastic foil which i5, in particular, suitable for
the initial fitting-out, can be machine-macle/ can be
attached already by the seat manufacturer aLnd protects the
seat effectively until the vehicle is delivered to the
buyer, and indeed even during the installat:ion of the seat
in the body by means of a robot with projecting plate or
manually.
According to the inventionj this is achieved in that the
front layer has a means of fastening and insertion fcr
clamping in the area of the gap between backrest and seat
cushion. Therefore, a third means of fastening is created
besides the two pockets, which acts in conjunction with the
two pockets and renders possible a reliable positioning of
the seat cover on the vehicle seat so that a vehicle seat
provided with such a seat cover can also be transported
hanging upside-down on a means of sonveyance without there
being a risk o~ the seat cover falling off. The means of
fastening and insertion can be provided in the form of a
fastening fold or a fastening tongue; it can, therefore, be
designed as a double or single layer and its length must in
any case be so dimensioned that it can be anchored in the
gap between seat cushion and backrest. The means of
fastening and insertion enables the appropriate part of the
front layer to be pushed into the gap between seat cushion
and backrest, whereby several functions and advantages are
achieved at the ~ame time. The means of fastening and
insertion serves, in the first place, for fixing the seat
cover in the area of the gap sv that a vehicle seat equipped
in such a way can be transported hanging upside-down on a
conveyer belt without there being a risk of the seat cover
falling off the vehicle seat. The means of fastening and
insertion for the seat cover is clamped in position by
2 ~
tension which i5 normally present between the backrest and
the seat cushion, something which, in this respeck, not on~y
has the advantageous sffect that the section of the front
layer which surrounds the backrest and the sec~ion o~ the
~ront layer surrounding the seat cushion are both fitted
more tautly and are held more tightly on the vehicle seat
but also results in the extra advantage that the risk of
slipping is considerably reduced, particularly in the area
of the gap, so that virtually no unprotected surface areas
can ensue. ~urthermore, a vehicle seat fitted with this seat
(protective) cover can also be employed for robot assembly
with a projecting plate, in fact without the front laver
beins severed. The means o~ fastening and insertion is
usefully already inserted into the gap between seat cushion
and backrest by the seat manufacturerl where~y this
insertion, as a rule, refers to the centre section of the
gap. The seat cover is thus fastened additionally on the
vehicle seat and the insertion of the robot's projecting
plate on the assembly line does not lead to any alteration
in the positioning of the s at cover on the vehicle seat.
In a first substantial embodiment version, the front layer
of the seat cover can have a width corresponding to the
length of the backrest and the seat cushion plus
approximately twice the depth of the gap between seat
cushion and backrest, and the means of fastening and
insertion of the seat cover can be designed as a fastening
and insertion tongue in the area of the gap between seat
cushion and backrest. The length of the backrest and the
length of the seat cushion is understood to be the lengths
of these parts which correspond to the length in each case
covexed by the front layer when the seat cover has been
slipped over. I~ the vehicle seat is already ~itted with
headrests and these headrests are also to be enclosed and
protected by the pocket which is provided for the backrest,
then the appropriake length of the headrests musk also be
2 ~
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taken into account. It is important with this embodiment
example that the front layer of the seat cover is made
longer than it has been up to now so that the front layer
does not simply kink ~buckle) at the transition between the
surface of the bac~rest and the usable seating surface of
the seat cushion but, on the contrary, makes additional
plastic foil available here b~ forming the fastening and
insert fold. The extra length of the front layer must not
necessarily correspond to approximately twice the depth of
tne gap between backrest and seat cushion, but rather can
also be made shor-ter; however, extra length is important so
that the fasten-ng and insert fold formQd by ~h 5 iS firmly
clamped in the g2p. Thls seat too can be installed with a
projecting plate or manually. The seat cover also remains
undamaged, i.e. it is not punctured and not broken open, so
that ob~ects which fall into the gap during the further
assembly of the vehicle are also collected iLn the fastening
and insert fold and inevitably removed along with the seat
cover prior to the vehicle being handed over to the
customer. However, the seat cover can al50 be used to
advantage when the vehicle seat is built into the body
manually. The fastening and insert fold can be inserted into
the gap between backrest and seat cushion and anchorad there
by the seat manufacturer, either manually or also already
with the aid of a tool having a projecting plate. If the
front layer of the seat cover is formed from a continuous
piece of foil, the advantage is gained that the fastening
and insert fold formed in the base of the pocket has no
welded seam, thus avoiding a possible weak point. The
fastening and insert fold can be provided uninterrupted over
the length of the gap between backrest and seat cushion or,
however, only cover a part of this stretch, whereby the
centre section of this gap is significant in this respect.
However, it is also possible, despite a continuous fastening
and insert fold, to only insert the centre section of this
fold into the gap, whereby the edge areas move into an
2~92d~
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inermediate position by forming folds.
The fastening and insert fold can be closed like a pocket by
transverse welded seaming on both sides. A spot-type welding
is, generally speaking, not advisable, but nonetheless
possible. The formation of a closed pocket is advantageous,
i.e. a pocket which i~ closed at the sides, so that the
fastening and insert fold is already preformed or
prestabilized respectively by this and, on the other hancl,
the insertion of the projecting plate from the on~n ~ f
the pocket is possible at all times. The plastic foil OI the
fron~ l ?~,~er ~n the edges of the seat cover ~t the h~Ce of
the angle formed between the surface of the backrest and tne
usable surface of the seat cushion is joined together
directly by the transverse welded seaming so that an
aliqning and tightening effect takes place here on the seat
cover upon slipping it over the vehicle seat and during its
servicable life, meaning that the risk of the creation of an
unprotected surface area through slipping off is
count~racted.
The fastening and insert fold can be closed like a pocket by
diagonal welded seaming on both sides. This does create
waste during the manufacture of the seat covers. Ho~e~er,
this waste can be recycled and the fastening and insert fold
is better produced in the form of the pocket pene~rating
into the gap throu~h the two diagonal welded seams. Anyway,
as the pro~ecting plate of the robo~ only catches hold of
the centre section of the gap, this shape is in no way a
disadvantaqe; on the contrary it tends to be advantageous
because an accumulation of folds of material in the end
areas of the gap between backrest and seat cushion is
avoided by this.
Finally, it i9 also possible to close the fastening and
insert fold like a pocket by means of a profiled welded seam
2 ~ & ~
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leading in the direction of the gap t whereby the width of
the pocket formed in this way covers the centre section of
the gap or the pockets formed in this way cover the two
outer areas of the gap. The particular advantage with this
is that the front layer is not only joined together exactly
on the edge of the seat cover, like when using a transverse
welded seam, but rather the edge areas are joined togethex
here, just with the exception o~ the centre section in which
the pocket matching the width of the projecting plate i9
located. ~ith this fonm, tha seat cover gains the advantage
of an essentially smooth seating, not spoilt by the
occurence ^f fslds on the vehicle sea'. This has technical
advantages _nd is arrealing from an aesthetic aspect. The
fastening and insert fold must not necessarily ~inish flush
with the rear-facing surface of the backrest; on the
contrary, this fold may be designed with a greater or lesser
depth, whereby the only thing that i9 important is that the
narrowest section of the gap between ~ackrest and seat
cushion is penetrated upon inserting the fastening and
insert fold. It is obvious that the length or the width
respectively of this fold must also be matched to the
corresponding dimension of the projecting plate and the
course of its penetration path into the gap. A slight
stretching effect on the plastic foil of the front layer is
in no way damaging here but rather, can be advantageously
e~ploited in order to achieve a tight fittinq of the seat
cover. Only the breaking open of the plastic foil with the
projecting plate must be avoided. ~hen the two pockets are
formed, a double fi~ing is obtained, exactly in the critical
outer areas.
A second series of embodiment versions is characterized in
that ~he means of fastening and insertion is provided as a
~in~le layer, i.e. as a fastening and insert tonque. Here,
the means of fastening and insertion of the seat cover is
formed as a fastening and insert tongue in the area of the
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gap between backrest and seat cushion, whereby the width of
said fastening and insert tongue corresponcls approximately
to the depth of the gap. Also important here is an extra
length of front layer matched to the seal or an extension
piece, also matched to the seat, which i~ -joined to the
front layer and also has a length such that it can be firmly
cl~mped in the gap be~ween ~ackrest and seat cushion. It is
also possible to provide two extension pieces so that an
open pocket is created, so to speak. The seat cover is
designed with a fasten-ng and insert tongue which is
arranged there, roughly în the centre sect:ion of said seat
cover, where the gap between backrest and seat cushion
results in the posit- on, elirr~d CV~ the vQhicl Q a~t ~ It ls
also possible to provide two fastening and insert tongues in
the outer arPas. The fastening and insert tongue can be
inserted into the gap in every case so that it is figed and
held by the tension of the backrest against the seat
cushion. The width of the fastening and insert tongue, i.e.
considered transverse to the running direction of an endless
strip from which such~seat covers are manufactured, must be
roughly matched to the gap in such a way that the fastening
and insert tongue has a width at-least able to reach the
narrowest poin~ of the gap so that the tongue is fixed at
this point. The fastening and insert tongue performs two
functions here. Firstly, it serves to anchor the seat cover
on the vehicle seat so that there is no risk that the seat
cover independently detaches from the vehicle seat and falls
off, even with conveyance of the vehicle seat hanging in an
upside-dowh position on a conveyor device. Secondly, the
front layer of the seat cover is pulled tight by the
clamping of the fastening and insert tongue between backrest
and seat cushion so that the seat cover fits tightly on the
vehi¢le seat, essentially free from folds ~wrinkles). In the
simplest embodiment version, the front layer can he provided
as a closed, continuous width which is also penetrated upon
inserting the fastening and insert tongue into the gap
2~924:~r~
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manually or when using a projecting plate or similar tool.
However, the front layer can also have a perforation, a
notch, a cutout or a free edge in the area between the
fastening and insert tongue so that the opening for the
entry of the fastening and insert tongue is already
preformed, thereby allowing the insertion of the fastening
and insert tongua into the gap to be performed more easily.
The seat cover permits the handling of the vehicle seat,
with the seat cover slipped over it, both mcmually and by
machine, for example, with the aid of a robot which has a
projecting plate on an arm. Although the front layer of the
seat cover is either broken open or has a preformed ODening~
this opening ~s only a disad~ant2ge in SGme ingtclnCeS . The
material of the front layer and the fastening and insert
tongue is pressed together by-the tension normally present
between the backrest and the seat cushion so that the ~ron~
layer can fulfill its protective function.
The front layer can, on its rear side, be secured against
slipping in that it exhibits a higher coefficient of
friction on its rear side than on its front side. In
contrast to this, the front side o~ the front layer is
deisgned to be smooth. This allows the worker to move freely
on the seat cover slipped over the vehicle seat without
there being a risk of the seat cover slipping off. At the
same time, this en ures that the fastening and insert tongue
is also reliably amd firmly held in the gap. The handling of
the seat with the projecting plate by means of a robot
benefits from this because the projec~ing plate effectively
only makes contact with the smooth side of the front layer
so that when the projecting plate is withdrawn from the gap,
this does not lead to the fastening and insert tongue being
detached at the same time. ~he different ~orms of the two
sides of the front layer, with respect to the coefficient of
friction, can be realized through a coextruded foil, a
coated or lc~minated foil or similar. The specialist o~fers
2 ~
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several possibilities here.
. . .
The front layer can possess a somewhat greater width than
that which corresponds to the sum of the lengths of the
backrest and the seat cushion. This dimension is advisable
so~that not only the fastening and insert tongue is anchored
in the gap betweOn backrest arlA seal cusnion, DUt also a
part of the front layer. Upon inser~ing the fastening and
insert tongue in the gap, this area of the front layer i9
also transferred into ths gap and anchorQd there.
-
The front layer can be assembled from two foil sheets whichar2 arrangOd wi~h an ovOriap in ordOr io form Ine fastening
and insert tongue, and are joined together in the area not
covered by the fastening and insert tongue. ~he preformed
opening for inserting the fastening and insert tongue into
the gap results from the missing join in the centre section.
The adjacent connecting sections-~o the side are
advantageous inasmuch as th.e ~:7e r '' eces of sheet foil, which
together form the front,layer of the seat cover, support
each other and line up against each other there. This
improves the fitting of the seat cover on the vehicle seat.
The fastening and insert tongue can have a flap-type form
and can be welded on the edges in order to form a pivoting
axis with the front layer. The welding can be carried out as
spot or seam welding. It is obvious that the welded seaming
is provided in the edge area of the fastening and insert
tongue which faces the backrest when the seat cover is
placed over.
The fastening and insert tongue can be joined to the front
layer on the front side facing away from the backrest. Thus
the fastening and insert tongue is passed through the front
layer from the front to the back when it is inserted into
the gap. Basically, a reversed arrangement would also be
.. ..
2~2~7
18 ~
possible, i.e. anchoring of the fastening and insert tongue
on the rear side of the front layer.
The front layer of the seat cover can have a higher
coefficient of friction on its rear side than on its front
side. Consequently~ the width of plastic forming the front
layer and/or the width forming the rear 1a~Gr Can ba
designed against slipping, while in contrast it is useful to
design the front side of the front layer as smooth.
Therefore, the worker can move freely on the seat co~rer
slipp~d over the vehicle se~t ~ 077~ ~hD - ~ h~ing ~ ' Gf
the seat cover slipping off. Handling with the projecting
plate also benefits from this in that the fastening and
insert tongue is held in the gap after it is introduced,
while the projecting plate can be easily inserted and
withdrawn from the gap again without pulling the fastening
and insert tongue out from the gap again in doing so The
differing construction of`the two sides of the front layer
with respect to the coefficien~s of friction can be realized
through a coe~trud~d foil, a coated or laminated foil or
similarO ~he specialist offers several possibilities here.
.
A method of manufacturing seat covers for protecting vehicle
seats i~ based on plastic foil in the form of a tube which
has been slit, whereby the widths forming the front layer
and the rear layer are formed and the two widths for ea~h
seat cover are joined together by mean~ of transverse welded
seaming. In doing this, the width of plastic foil forming
the front layer is also folded longitudinally and is closed
like a pocket to form the means of fastening and insertion
by spot or seam welding. This can also be achieved through
transverse welded seaming, diagonal welded seaming or
profiled welded seaming. The starting point for the width of
the seat covers here are two sheets of foil which are
prepared inasmuch as one foil sheet has the pocket destined
to take the backrest and the other foil sheet carries the
2~92~
-- 19 --
pocket destined to take the saat cushion~
If performing profiled welded seaming, it i3 advisable to
design the fas~ening and insert tongue or fold as a pocket
in the centre saction of the gap between backrest and seat
cushion, and to join the front layer together in the areas
adjacent the pocket. With all the production methods
demonstrated it i9 possible to manufacture the seat covers
piece by piece, i.e. to separate them into individual pieces
and pre~ent them in a stack, for example. On the other hand,
it is possible to leave the seat ccver3 joined ~oge~her via
perforations and to wind these up into a supply roll from
which the seat covers czn be ! o ~ r - nd- v- dual i ~ T_ U~ - ,g
the supply roll it i5 advisable to fold over the means of
fastening and insertion in the direction of the pockets for
the backrest and the seat cushion before they winding up to
form a supply roll is carried out. In doing this, more or
less continuous four-layer sections ensue over the width of
the supply roll so that the supply roll takes on a
cylindrical shape and a conical form is avoided.
The invention will be further explained and described by
means of preferred embodLm~nt examples and methods of
production. Tha drawings show:
igure 1 a plan view of the front layer of a seat cover,
lying fl~t,
Figure 2 a section along the line II-II in Figure 2,
igure 3 a side view of a motor vehicle seat with the
seat cover according to Figure 1 slipped over
it,
Figure 4 a plan view of the front layer of a seat covar
~92~
-- ~o --
in a second embodiment version, lying flat,
Figure S a Qection along the line V-V in Figure 4,
Figure 6 a pl~n ~iew of a seat cover in a further
embodiment version, lying flat,
Figure 7 a further embodiment version of the seat cover,
: in plan view,
Figure 8 a further embodiment version of the seat cover,
in plan view,
Figure 9 a section along the line IX-IX in Figure 8,
Figure 10 the illustration of a first procedure step in
; the manufacture of a seat cov~r out of two foil
sheets,
~: Figure 11 the illustration of further procedure steps
subsequent to~Figure 10,
Figure 12 initial procedure steps of a further production
method,
: Figure 13 subsequent procedure steps,
:~ Figure:14 further procedure steps sf the method of
production according to the Figures 12 to 14,
Figure 15 the illustration of a production method in
cross-sections in which a split tube is
employed,
Figure 16 a plan view of a further embodiment version o~
- 212-~9~'$37
the seat cover,
igure 17 a plan view of the ~ron~ layer of a seat cover
in a first embodimen~ version, :lying fla~,
igure 18 a section along the line ~VII-XVII in Figure 17,
igure 19 a plan view of the front layer of a seat cover
in a second embodiment version, lying flat,
igure 20 a section along the line XX-XX in Figure 19,
igure 21 a plan view of a seat cover in a fuxther
embodiment verslon, lying fla~,
igure 22 a section along the line XXII-XXII in Figure 21,
.igure 23 a plan view of a final embodiment version of the
seat cover, and
Figure 24 a section along the line XXIV-XXIV in Figure 23.
The seat cover 1 illustrated in the lying flat condition in
Figure 1 consists in some sections of a double layer of
plastic foil, while other sections consist of a single
layer, sa can be easily recognized ~y means of Figure 2. A
front layer 2 and a rear layer 3 are formed, whereby the
front layer 2 covers the resting surface of the backrest and
the usable seating area of the seat cushion, while the rear
layer 3 covers or encloses respectively the rear side of the
backrest and the underside or the side areas respectively of
the seat cushion in the two areas. Front layer 2 and rear
layer 3 form an assembled piece of plastic foil material
which might be prepared from one continuous piece of
2 ~
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material, for exa~ple, in the form of a split tube, or from
several pieces of material in the form of flat sheets, or
similar. ~he front layer 2 and the rear layer 3 can be
joined via a longitudinal fold 4 which can also be realized
as a longitudinal welded seam. On the other longitudinal
side, the front layer 2 and the rear layer 1 are joined
together via a longitudinal welded seam 5 which can also be
realized as a longitudinal fold. However, besides in the
srea of the longitudinal fold 4 and the longitudinal welded
seam S, tha front layer 2 is also joined ~o the rear layer 3
via two transverse welded seams 6 and 7, whereby, as can be
seen from Figure 1, the ~wo transverse welded seams 6 and 7
each fall into two parts. The designations longitudinal alld
transverse are chosan with respect to a conveying direction
according to arrow 8, i.e. in a direction in which an
endless strip, here in the form of a split tube, is
processed during the manufacture of lndividual seat covers.
The term longitudinal is used in directions parallel to
arrow 8 and the term ~ransverse is used in directions
perpendicular to said arrow, i.e. the longitudinal fold 4
an the transverse welded seam 6 respectively. Related to
the vehicle seat, it is more illustrative when the
directions longitudinal and transverse are changed.
.
Consequently, the front layer 2 ha~ a width 9 which extends
fr~m the longitudinal fold 4 to the longitudinal welded seam
5. The motor vehicle seat 10 indicated by dotted lines in
Figure 3 has a backrest 11 and a seat cushion 12. Between
backrest 11 and seat cushion 12 there is a gap 13, whose
depth 14 is given in Figure 3 and might correspond
approximately to the thickness of the backrest 11 or the
overlapping area between the thickness of the backrest 11
and the non-usable part of the seat cushion 12. The backrest
11 has a length 15 which starts, in the form of an arc, from
the longitudinal fold 4 in the upper section and extends
more or less straight onto the gap 13 in the lower section.
2~2~7
- 23 -
This is the length of the backrest 11 surface which must be
covered by the appropriate part of the front layer 2. The
seat cushion 12 has a usable length 16 which begin~ at the
start of the gap 13, at first more or les~ straight and then
extending in the form of an arc bending down to the
longitudinal welded seam 5. As can be seen from looking at
Figures 2 and 3 together, the width 9 of fronk layer 2
corresponds to the sum of the length 15 o~ backrest 11,
twice the depth 14 of gap 13 plus the length 16 of seat
cushion 12. Hence, front layer 2 has a greater width 9 in
comparison to seat covers according to the state-of-the-art
because all seat covers up to now were designed in such a
WGY ~hat the two lengths 15 and 16 directly adjoined each
oth~r at the transition or beginning respectively of the
gap 13.
The front layer 2 forms a first pocket 17 together with the
rear layer 3 ak the end of the longitudinal fold 4 and a
second pocket 18 in the area adjoining the longitudinal
welded seam 5. The pockets 17 and 18 are closed at the sides
by means of transverse welded seam~ 6 and 7 and only open in
the centre section so that it is possible to slip the seat
cover 1 on with the pocket 17 over the backrest 11 and the
pocket 18 over areas of the seat cushion 12, in the manner
shown in Figure 3. After such a slipping-on procedure, the
material sections of the plastic foil which form the front
layer 2 are located in a more or less gathered or folded
(wrinkled) form outside the gap 13, roughly on the usable
surface of the seat cushion 12. Using a projecting plate 19,
provided on a robot arm only indicated here~ the material
section of the front layer 2, whlch corresponds to twice the
depth 14 of the gap 13, is insertad into the gap 13, as
Figure 3 shows in an idealized representation. Here, a
fastening and insert fold 20 is formed or, respectively, the
width 9 of front layer 2 is dimensioned is such a way that
it suffices for forming this fastening and insert fold 20.
2~2~
- 24 -
Therefore, front layer 2 has an intrinsic fastening and
insert fold 20, in fact according t~o the simplest embodiment
ver~ion of the seat cover 1, as is illustrated in Figures 1
to 3. It is obvious that upon insetting the fastening and
insert fold 20 into the gap 13 on the seat, the projecting
plate 19 is inserted from the front into the gap 13. It is
also possible to introduce the fastening and insert fold 20
manually into the gap 13, whereby a centre section 21 is
particularly important here, as can be seen in Figure 1 by
means of a dotted line. It is of course also possible with
the embodiment version of Figures 1 to 3, to carefully slide
the fastening and insert fold 20 over the whole width of ~he
vehicle seat. Generally speaking, this i~, however, not
necessary and it is sufficient to do this in the centre
section 21. In the centre section 21, which can e~tend over
approx. 1/3 to 2/3 of the full width of the vehicle seat,
the gap 13 has a more or less straight-line shape so that
the proiecting plate 19 can also be built as a flat plate of
correspon~ing width. Basically however, it would not cause
any harm if the shape o~ the proj cting plate 19 were to be
matched to the appropriate shape of the gap 13. As the
fastening and insert fold 20, in the embodiment version
according to Figures 1 to 3, is designed to be open at the
sides, it can be useful to use a projecting plate 19 which
i9 provided more or les~ continuous over the width of the
vehicle seat, and hence the length of the gap 13, and
follows the mainly curved shape of the gap 13 when the
fastening and insert fold 20 is being inserted by the
manufacturer of the vehicle seat 10. It would also be
possible to bring into action several projecting plates 19
successively over the length of the gap 13. In contrast, for
handling the vehicle seat in conjunction with conveyor
facilities it is generally sufficient if the projecting
plate 19 only has a width which covers the centre area 21.
This is especially true for a projecting plate 19 with which
the vehicle seat 10, including the seat cover 1 placed over
2 ~
- 2~ -
this, is swung into the body of the motor vehicle and
positioned thexe on the assembly line of the vehicle
manufacturer. It is obvious that here the projecting plate
19 enters the gap 13 from the front and after poRitioning
the vehicle seat 10 in the vehicle body e~its forwards again
from the gap 13 in the opposite direction, whereby the
fastenin~ and insert fold 20 remains in the gap 13. In doing
this, the differing coefficients of friction play a part
such that the surface of the insert fold, which faces the
cushion, has a greater coefficient of friction and
consequently adheres in the gap. As the surface facing the
project1ng plate has a lower cosfficient of friction, i.e.
is Sl~OOtll, ~'ne iilSeLi fOld Goes no~ get caught up on the
projecting plate and is not pulled out from the gap again
when the robot arm withdraws. The fastening and insert fold
20 represents a mezns of fas~ening and inse}tion which
serves, simultaneously, for the fi~ing and tight-fitting of
the seat cover 1 on the vehicle seat 10. Consequently, the
seat cover is then also held on the vehicle seat 10 if the
vehicle seat 10 is transported hanging upside-down on a
conveyor installation, so that the seat cover cannot fall
off. Further, the risk of the seat cover 1 slippihg on the
vehicle seat 10 is counteracted, as occured when a worker
moved while sitting on the seat. The seat cover 1 receives a
perfect, taut fitting and protects the vehicle seat 10
throughout its entire journey, handling and usage between
the seat manufacturer, the car plant to the car dealer and
up to the delivery of the vehicle to the customer. Only then
is the seat cover 1 removed. As the front layer 9 of the
seat cover 1 is not broken open and not perforated, dust or
objects which have inadvertently fallen into the fastening
and insert fold 20 in gap 13 are also removed at th~ same
time as the seat cover 1 is taken off the vehicle seat 10.
As can be seen in Figure 1, notches 22 with free edges can
be provided in the area of the longitudinal fold 4; said
- 26 2~
notches serve for the mounting of headrests. If the
headrests are to be mounted prior to attaching the seat
cover to ~he vehicle seat 10, it i5 advisable to furnish the
seat cover 1 in such a way tha~ it also covler~ the
headrests, whereby its required width 9 is increascd
accordingly.
Figure 4 shows a second embodlment version of the seat cover
1 which is substantially identical to the e~bodiment version
of Figures 1 to 3. However, the fastening and insert fold 20
appears here rather more clearly and more de~ined~ The ~ront
layer 2 is folded so that a folded edge 23 is rormed. By
r.ears cf diasonal w~l~ed sc~ms 24, carried out on Doin
sides, the sides of the fastening and insert fold 20 are
closed, whereby as a result of the angled arrangement of the
diagonal welded seam 24, waste gussets are created which are
not illustrated hexe. The diagonal welded seam 24 is
realized as a separating and joining welded seam so that the
front layer is closed in the form of a line in this area and
the waste pieces are separated at the same time. For the
sake of clarity, the transverse welded seams 7 and the
diagonal welded seam 24 are not illustrated in Figure 5. The
arrangement of the two diagonal welded seams 24, which can
also be realiæed as a continuous welded seam, i.e. also
passing through the folded edge 23, for example, if the
upper section of the seat cover is made ~rom a first foil
sheet and the lower section of the seat cover 1 from a
second foil sheet, this produces a considerable advantage
compared to the embodiment version of Figures 1 to 3
inasmuch as the sections of the front layer 9 are joined
directly together on the two edges at connection points 25.
The sections o~ the front layer 2 concerned, which adjoining
the start o~ the gap 13, cover the backrest 11 and the seat
cushion 12, are joined together and lined up with each other
by this. Thus in these areas as well, the seat cover 1
automatically gains its correct fitting and its taut
~2~87
- 27 -
arranyement upon slipping it over the vehic:Le seat 10.
Figure 6 shows a further embodLment version of the seat
cover 1 like it can also be prepared by using two sheets of
foil in a preferred method of production in the following by
means of Figures 10 and 11. The main feature of this seat
cover 1 according to Figure 6 is a profiled welded seam 26
which is provided continuously from one edge of the seat
cover 1 to the other edge, whereby this profiled welded se~m
26 can ha~e a double S-shape, curved form, as Figure ~
illustrates. This profiled welded seam is also used as a
Jo~ ng and separating welded seam. The two waste gussets
are then larger in this res~ect and the fastening and insert
fold 20 has a closed construction like a pocket in this case
tooj similar to the embodiment version of Figure 4, whereby
the pocket 27 fcrmed in this way extends roughly over the
centre section 21 indicated in Figure 1. This embodiment
version has the particular advantage that both connection
points 25 on the edges and connecting lines 28 result. This
and the, in this respect, enlarged waste gussets prevent a
formation of wrinkles in the front layer 2 upon sliding the
fastening and insert fold 20 into the gap 13. The seat cover
gains an even better taut and smooth fitting on the vehicle
seat 10. It is clear that the width of the pocket 27 matches
the width of the projecting plate 19 in such a way that
sli~ing the fastening and insert fold 20 or the pocket 27
respectively into the gap 13 is possible without any further
ado, and that also the subsequent withdrawal of the
projecting plate 19 does not lead to the fastening and
insert fold 20 being pulled out from the gap 13 again.
The further embodiment version of the seat cover 1 shown in
Figure 7 follows on from the embodiment version of Figure 4.
The front layer 2 is folded by fo~ming the folded edge 23
and transverse welded seams 29 are provided, by means of
which the fastening and insert fold 20 is closed at the
- 28 2~2~7
sides like the sides of a pocket and, on the other hand,
connection points 25 are formed. Supplementa~y transverse
welded seams 30 provide ~or further connection points 31 on
the one hand, and on the other create the suggestion of a
pocket 27 limited to the centre section 21. There i5 no
waste with this embodiment version.
While with the en~odiment versions shown up to this point
the material of the front layer 2 corresponding to twice the
depth 14 was arranged in a double layer, Figures 8 and 9
illustrate an embodiment version in which this material is
folded into six layers in Ihree folds projecting backwards
(and two folds projecting forwards). The arrows indicate the
transverse welded seaming 29 also p-eseni nere wn-,ch can
extend across and beyond all folds. ~he pro]ecting plate 19
is brought into use symmetrically according to arrow 32
betwee~ the two folds projecting forwards so that the
fastening and insert fold 20 is slid into the gap 13 in a
telescopic unfolding, so to speak, of the fastening and
insert fold 20. If the front layer 2 consists of a synthetic
material, whose surfaca facing the user is smooth and whose
surface facing the backre~t and the seat cushion 12 is rough
or secured against slipping respectively, there exists the
advantage that sections of material with smooth surfaces in
contact can be slid past each other during the telescope-
like unfolding of the fastening and insert fold 20, a
technique that works paticularly smoothly. It is generally
recommended, at least with the embodiment versions of
Figures 4 to 9, to furnish the front layer 2 material in the
manner described with differing properties on the two
surface~, while for the embodiment versions of Figures 1 to
3, it can be useful to use synthetic material which is
equally smooth on both surfaces.
A possible method of production for the seat cover 1
according to Figure 6 is more closely described by means of
- 29 -
Figures 10 and 11. A width of a first foil sheet 33 is
folded over by forming a longitudinal fold 4 so that the
rear layer 3 which later forms the pocket 17 lies under the
section of material which later forms the front layer 2. The
transverse welded seams 6 and 7 are provided in the area
shown. However, a second foil sheet 34 is guided over this
foil sheet 33 so ~hat a longitudinal fold 35 results which
corresponds to the longitudinal welded seam 5 of the
em~odiment example in Figure 1 so that the rear layer 3
which later forms the pocket 18 is openly visible. The
transverse welded seams 6 and 7 are provided here too. The
two foil sheets 33 and 34 are guided over each other in such
a way that their free longitudinal edges 36 and 37 coincide.
As can be seen from Figure 11, the profiled welded seam 26,
with its S-shape course already described/ is now created by
forming waste pieces, whereby at the same time, the two foil
sheets 33 and 34 are joined and the waste pieces are both
separated. The individual seat covers 1 are separated from
each other by means of a transverse cut 38, indicated by two
arrows, between the tran verse welded seams 6 and 7, and can
be stacked.
. .
Another method of production is demonstrated by means of
Figures 12 to 14. Here, a tube is used and an embodiment
version of the seat cover 1 is prepared which is illustrated
in Fiqure 4. The blown tube of synthetic material is firstly
cut open longitudinally along a line. This tube is pressed
apart as shown in Figure 12 in such a way that the two rear
layers 3 result. Corresponding to the seat covers 1, linear
welded joining seams 39 and 40 are provided and the
connected width guided over a longitudinal fold 41 in the
manner shown towards each other so that the two rear layers
3 each point outwards. Then the diagonal welded seams 24 are
provided so that the fastening and insert fold 20 is formed.
The welded joining seams 39 and 40 are no longer illustrated
2~4~7
- 30 -
in Figure 13 for reasons of clarity. Continuous lines of
perforations 4~ are provided in line or penetrating the
welded joining seams 39 and 40. As can be seen from Figure
14, following this, the par~ containing the fastening and
insert fold 20 is folded over according to arrow 43 by
forming a further longitudinal fold 44 so t~la~ the material
of the plastic foil lies in four layers like in the area of
the rear layer 3. Therefore, it is possible to wind up the
endless strip prepared in this way into a supply roll which
has a reduced width and a cylindrical shape.
The .mle~hod of production described by means of Figures 12 to
14 can alco be ~sed when irstead of a split tube, two foi:L
snee~s are employedO In this case, the diagonal welded
seams 24 also continue in this area instead of the folded
edge 23.
Finally, Figure 15 shows a further manufacturing possibility
using a split tube, whereby cross-sections are drawn her~
instead of the plan views shown in Figures 10 to 14. The
tube 45, as it emerges from the blowing process, is firstly
cut open at point 46 to form a split tube. This is carried
out throughout the length and, by means of an appropriate
separating procedure, the two rear layer~ 3 and the front
layer 2 are formed, whereby at the same time, the
longitudinal fold 4 and the longitudinal fold 35 result.
Then the width is folded upon i~self, whereby the
longitudinal fold 41 ensues and, for e~ample, the transverse
welded seam 29, indicated by arrows, is provided. The
arrangement of the transverse welded s ams 6 and 7, not
illustrated here, and/or the provision of perforations is
initiated and carried out accordingly.
Figure 16 shows another embodiment version of the seat cover
1 which follows on from the examples of Figures 7 or 11. It
is, so to speak, the reversal of Figure 11. The profiled
~ ~ ~ 7~
welded seam 26 is produced in such a way that a waste piece
is created in the cen~re, and a means of fastenlng and
insertion 20', 20~ is formed, one on each side, left and
right, which can be inserted into the gap 1.3. Therefore,
this seat cover 1 is destined for a vehicle seat 10 whose
articulated joint arrangement to enable the backrest 11 to
pivot with respect to the seat cushion 12 is provided in the
centre so that, in the adjoining outer areas to the left and
right, two gaps 13 are formed, so to speak, whereby one
means of fastening and insertion 20' is anchored in one gap
and the other means of fastening and ins~rtion ~0'' in tne
other gap. The seat cover thereby gains an excellent tight
fitting on the vehicle seat 10. The problem areas of the
vehicle seat 10 are covered and protected in an optimum way
by means of the two-sided fixing. The seat cover 1 according
to Figure 16 can also be manufactured from a continuous
piece of material, for example, in the form of a split tube,
or from two shsets of foil.
The seat cover 1 shown in the lying flat condition in Figure
17 consists in some sections of a double-layer of plastic
foil, while other sections are constructed of one layer, as
can be easily recognized by means of Figure 18. In order to
avoid repetitions, the description of the first em~odiment
e~ample according to Figure 1 to 3 can be referr~d to. As
can be seen by looking at Figures 18 and 3 together, the
width 3 of the front layer 2 corresponds to the sum of the
length 15 of backrest 11 and the length 16 of seat
cushion 12.
Together with the rear layer 3, the front layer 2 forms the
first pocket 17 adjoining the longitudinal fold 4 and the
second pocket 18 adjoining the area of longitudinal welded
seam 5. The sides of pockets 17 and 18 are closed by
transverse welded seams 6 and 7, and only the centre section
is open so that it is possible to slip the seat cover 1 on
2~4~
- 32 -
with the pocket 17 over the backrest 11 and the pocket 18
over area3 of the seat cushion 12, in the manner shown in
Figure 3. After such a slipping-on procedure, the material
-C_~'O~lS 0~ L,.L12 plastic foil which form the front layer 2
are located in a more or less taut form outside the gap 13t
roughly on the usable surface of the seat cushion 12. Using
a projecting plate 19, provided on a robot arm only
indicated here, a fastening and insert tongue 50, provided
in a middle section of the front layer 2, is slid into the
gap between backrest ll and seat cushion 12 and ~irmly
clamped in doing so. If the front layer 2 is of continuous
construction, this front layer can be penetrated in the area
of the fastening and insert tongue 50 while doing this.
However, it is also possible and also sensible to provide
the front layer 2 with a notch 51 (Figure 173 at this point,
i.e. underneath the fastening and insert tongue 50r Instead
of the notch 51, a perforation, cutout or sLmilar can be
provided. This forms an opening through which the fastening
and insert tongue 50 can be more easily inserted into the
gap 13, as can be readily imagined by means of Figure 3. ~he
fastening and insert tongue 50 is joined to the front layer
2 with the help of a welded seam 52~ The welded seam 52
forms, so to speak, a pivoting axis for the fastening and
insert tongue 50. The welded seam 52 is illustrated in
Figure 18 by an arrow.
The width 9 of the front layer 2 must be at least as great
as the sum of lengths 15 and 16. However, it is advantageous
if the width 9 is dLm~nsioned rather larger so that, upon
sliding the fastening and insert-tongue 50 into the gap 13,
front layer 2 material is also inserted into the gap and
thu~ also anchored.
Figures 19 and 20 show a further embodLment example of th
seat cover 1. As can be seen, in this case the seat cover 1
consists of two foil sheets which are joined to each other
2~92~7
- 33 -
where they overlap. The connection is realiæed through a
welded seam 53 which leaves open the centre sec~ion, i.e.
the section in which the fastening and insert tongue 50 is
located, and thereby only covers the adjacent edge areas. In
~ligure 20, this welded seam 53 is again inclicated by an
arrow. The fastening and insert tongue 50 is formed on the
lower edge of the foil sheet shown on top. The lower foil
sheet has an upper edge 54 which is provided open in the
cen~re section so that the opening for the passage of the
fastening and insert ~ongue 50 as it is being slid into the
gap 13 is provided here.
The embodiment example of Figures 21 and 22 is similally
constructed, i.e. two foil sheets are also employed here
which are joined to each other by welded seams 53. The foil
sheet shown on top has a lower Qdge 55 which also runs in a
straight line like the upper edge 54. An overlap 56 is
provided here. To form the fastening and insert tongue 50,
notches 57 with open ed~es are provided in the part of t~e
foil sheet concerned. The sections of shee~ foil material
provided in the direction of the edge areas do not interfere
here.
The notch 51 is realized in the front layer 2 in the
embodiment e~ample of Figures 23 and 24. The piece of
material forming the fastenin~ and insert tongue 50 is in
this case welded onto the rear of the front layer 2, in fact
by means of the welded seam 52.
2~9~7
- 34 -
L e g e n d f o r d r a w i n g 5
1 = Seat cover
2 = Front layer
3 - Rear layer
4 = Longitudinal fold
= Longitudinal welded seam
6 = Transverse welded seam
7 = Transverse welded seam
8 = Arrow
g = Width
= Motor vehicle seat
11 = Backrest
12 = Seat cushion
13 = Gap
14 = Depth
= Length
16 = ~ength
17 = Pocket
18 = Pocket: ~ :
19 = ~ Projecting plate~
= Fastening and:insert ~old
21 = Cen~re section
22 = Cutout/notch
23 = Folded edge
24 = Diagonal welded seam
= Connection point
26 - Profiled welded seam
27 = Pocket
28 = Connecting line
29 = Transverse welded seam
= Transverse welded seam
31 = Connection point
2 ~ g 7
- 35 -
32 = Axrow
33 = Foil sheet
34 = Foil sheet
= Longitudinal edge
36 = Longitudinal edge
37 = Longitudinal edge
38 = Separating cut
39 = Welded joining seam
= Welded joining seam
~1 = Longitudinal fold
42 = Line of perforations
43 = Arrow
44 = ~ongitudinal ~old
= Tube
46 = Point
= Fastening and insert tongue
51 = Cutout/notch
52 = Welded seam
53 = Welded seam
54 = Upper edge
= ~ower edge
56 = Overlap
57 = Cutout/notch
